RU14605U1 - INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

The inventive utility model relates to the field of engine building, namely to internal combustion engines with turbocharging and with intermediate cooling of charge air. The task of engine compliance with Euro-2 requirements, its placement in the standard engine compartment of a production car is solved due to the fact that in the internal combustion engine with a V-shaped arrangement of cylinders, turbocharged, each cylinder row of which is equipped with a turbocharger, and having a charge air cooling system including charge air path, consisting of an intake manifold, inlet and outlet pipes, a charge air cooler, the inlet and outlet of which are respectively connected with by the compressor and with the engine intake manifold containing the power take-off flange, the charge air duct consists of a tee located in the rear of the engine, which ensures the union of the charge air flows, the charge air exhaust pipe into the cooler located above the right engine intake manifold, the charge air cooler exhaust pipe , inlet pipe, connecting pipe located in front of the engine, providing the supply of chilled air to the inlet collectors and latrubka, which combines the intake manifolds in the area of the flywheel housing, providing pressure equalization in the intake manifolds. The task of ensuring the connection of various additional units to the engine is solved due to the fact that in the internal combustion engine with a V-shaped arrangement of cylinders, a turbocharger containing a power take-off flange, from the side of the flywheel housing, in the plane parallel to the mating surface of the flywheel housing, there is an additional power take-off flange without breaking the power flow from the engine, while the additional power take-off flange is equipped with a drive shut-off (on) mechanism.

abstract

2s p. f.

Description

Internal combustion engine "°, 1, rshi 11 (1111

The utility model relates to transport engineering, in particular to engine building.

A well-known internal combustion engine is a four-cycle liquid-cooled diesel engine with a U-shaped arrangement of eight cylinders, containing a cylinder block where engine parts and assemblies are installed and fixed (see YaMZ-238M2 engines. Operating Instructions. Yaroslavl-1989, p.20- 22, analog 1).

Known V-shaped turbocharged internal combustion engine (analogue 2) - four-cycle liquid-cooled diesel engine with a V-shaped arrangement of eight cylinders, containing a cylinder block, where engine parts and assemblies are installed and fixed. Parts and components of the cooling system are fixed to the front end of the cylinder block. In the collapse of the cylinder block, intake manifolds are fixed directly to the heads, which ensure the supply of charge air from turbochargers to the engine cylinder. A flywheel housing is mounted to the rear end of the cylinder block, to which the power steering pump and pneumatic brake compressor are fixed (see KamAZ 740.11240 engine. Operation manual. Naberezhnye Chelny-1997, p. 5-7, analog 2). The specified engine has the following disadvantages;

-Does not meet the requirements of EURO-2 (for toxicity of exhaust gases)

-Low torque value

-Increased smoke

-Increased fuel consumption

-Low starting performance

A known design of a diesel internal combustion engine, a certificate for utility model No. 11838 (analog 3), in which power is taken from the front of the engine, is designed to drive a fan, water pump, etc.

The known solution has the following disadvantages:

-can not be used to drive additional units, for example, to drive the mechanism of a concrete mixer, crane, etc., because selection

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as a prototype adopted the closest to the claimed technical solution of the claimed technical solution internal combustion engine (see patent No. 2083855 6 F02B 29/04 -analog 4), in which the charge air exhaust pipes are placed above the left and right intake manifolds, cooling sections are combined a common prefabricated manifold and have separate distributing manifolds, each of which is connected with a turbocompressor of the corresponding row of cylinders. In addition, each turbocharger is connected to its intake manifolds via an overflow valve.

Known technical solution has the following disadvantages:

- the placement of the engine in the engine compartment of a serial car is impossible;

-the prefabricated collector covers part of the front of the engine cooling radiator;

the left charge-air exhaust pipe does not allow the gear change control mechanism to be installed.

The claimed technical solution eliminates the above drawbacks due to the fact that in the internal combustion engine, each row of cylinders of which is equipped with a turbocharger, and having a charge air cooling system including a charge air path consisting of an intake manifold, supply and exhaust pipelines, charge air cooler, inlet and the output of which is respectively connected with turbocompressors and with the engine intake pipe, the charge air cooling system is equipped with a tee located at the rear of the engine and ensuring the integration of charge air flows, an air exhaust pipe into the cooler located above the right intake manifold, supply pipe, compensating sleeves, a heat exchanger located in front of the radiator of the engine cooling system, a discharge pipe, a connecting pipe located in the front the engine and supplying charge air to the intake manifolds and a pipe connecting the intake manifolds in the region of the flywheel housing, both sintered pressure equalization in the intake manifolds.

power without breaking the flow of moidity from the engine, while the flange of the additional power take-off is equipped with a drive shut-off (on) mechanism.

The proposed technical solution is illustrated by drawings, where:

FIG. 1 - view from the left;

FIG. 2 is a front view;

FIG. 3 - right view;

FIG. 4 - rear view;

FIG. 5 is a plan view of a V-shaped injection pump;

FIG. 6 is a top view of a fuel injection pump of a row construction;

FIG. 7 is a schematic diagram of the movement of charge air, left view;

FIG. 8 is a schematic diagram of the movement of charge air, top view.

The inventive engine comprises a cylinder block 1 (Fig. 1), on each half block of which separate heads of 2 cylinders are installed (Fig. 2). Each head is closed by a valve cover 3. A power take-off drive 4 (Fig. 1} from the crankshaft and a body of water channels 5 (Fig. 2) are attached to the front end of the cylinder block 1. A water pump b is installed on the body of the water channels (Fig. 2) and a nozzle 7 (Fig. 1) for draining the cooling fluid to the radiator. On the right side (the right and left sides are viewed when viewed from the flywheel side) of the engine there is a generator 8 (Fig. 2). The water pump and generator are driven by a multi-V-pulley a belt 10, To the rear end of the cylinder block lining The crankcase 11 of the assemblies (Fig. 3) and the flywheel crankcase 12. The power steering pump 13 (Fig. 5), the air brake compressor 14 and the high pressure fuel pump 15 (Fig. 6) are located in the collapse of the cylinder block. Intake manifolds 16 and 17 They are located in the collapse of the cylinder block.The connecting pipe 18 for supplying air from a charge air cooler attached to the front ends of the intake manifolds provides the supply of charge air to the intake manifolds. The pipe 19, combining the intake manifolds in the area of the flywheel housing, provides a uniform supply of charge air to the cylinders of the left and right half blocks. The exhaust manifolds 20 (Fig. 3) and 21 (Fig. 1) located outside the engine are attached to the cylinder heads. Turbochargers 24 (Fig. 3) and 25 (Fig. 1) are installed on the exhaust pipes 22 (Fig. 3) and 23 (Fig. 1), the Tee 26 (Fig. 4) of the charge air outlet from the turbocompressors is connected to the pipe 27 (Fig. 5) the discharge of charge air into the cooler. On the right side of the engine are oil

filters 28 (Fig. 3) and a water-oil heat exchanger 29. On the tee 26 (Fig. 4) there is a fine fuel filter 30. On the flywheel housing side there is a flange 31 for additional power take-off from the engine, which allows power take-off without breaking power flow from the engine, while the power take-off flange is equipped with a drive shut-off (on) mechanism (the mechanism is not shown in Fig.). On the left side of the engine, a starter 32 is fixed to the flywheel housing (Fig. 1).

In FIG. 7, 8 is a schematic diagram of the movement of charge air (left view, top view)

The engine is equipped with a charge air cooling system (hereinafter referred to as SONV), consisting of a nozzle 33 for the discharge of charge air, heat-resistant corrugated hoses 34, a cooler 35 for charge air, a nozzle 36 for supplying air, while the charge air cooler (hereinafter referred to as OH B) is installed on the radiator 37 of the cooling system engines. A fan 38 (equipped with a viscous clutch) pumps ambient air through the OHV cooling paths 35 and the radiator 37, cooling, respectively, the air and liquid from the engine cooling system.

The system of gas turbine pressurization and cooling of the charge air consists of two exhaust manifolds, exhaust pipes, turbocompressors, a turbo compressor discharge tee, a turbo compressor discharge tee, a connecting pipe, a discharge pipe, a supply pipe for an ONV, compensating sleeves, a heat exchanger (ONV), a discharge pipe for a discharge pipe intake manifolds.

The exhaust gases (exhaust) through the exhaust manifolds are discharged to the turbine stage of the turbocompressors, where part of the energy of the gases is converted into the kinetic energy of rotation of the rotors, which is then converted into the air compression work in the compressor stage.

The charge air after the turbochargers through the tee, the nozzles enters the air-to-air heat exchanger installed on the radiator of the engine cooling system, then, already cooled in the ONV, through the exhaust nozzle, the connecting nozzle is routed through the intake manifolds to the engine cylinders.

Gas turbine boost and charge air cooling systems allow increasing the charge density of the air entering the cylinders, burning a larger amount of toplier in the same volume and increasing the engine's liter capacity, while lowering the temperature of the CPG parts, therefore, increasing the engine life and lowering the standard level exhaust emissions up to EURO-2 requirements.

The problem solved by the claimed technical solution is to create an engine that meets the requirements of E8RO-2, while the engine must have dimensions that allow you to install the power unit in the standard engine compartment of a serial car, and the engine must provide additional power take-off without breaking the power flow from the engine from the side flywheel housing and ensure that the drive is turned off (on) for various vehicle add-ons.

New features of the proposed technical solution is that the engine is equipped with a charge air cooling system, consisting of a tee located in the rear of the engine, providing a combination of flow to, flow air, air exhaust pipe to the cooler located above the right intake manifold, supply pipe, compensating hoses, a heat exchanger located in front of the radiator, the engine cooling system in its lower part, a branch pipe, a connecting pipe located in the front of the engine’s inner part providing the supply of cooled air to the intake manifolds and a nozzle uniting the intake manifolds in the area of the flywheel housing, providing pressure equalization in the intake manifolds, as well as the additional power take-off flange is equipped with a drive shutdown (inclusion) mechanism.

The inventive engine is manufactured at KAMAZ OJSC, meets the requirements of Euro-2 for exhaust gas toxicity, is located in the standard engine compartment of a serial car, provides additional power take-off without interrupting the power flow from the flywheel housing, and disables (turns on) the drive for various car add-ons.

Claims (2)

1. An internal combustion engine with a V-shaped arrangement of cylinders, turbocharged, each row of cylinders is equipped with a turbocharger, and having a charge air cooling system including a charge air path, consisting of an intake manifold, inlet and outlet pipes, charge air cooler, inlet and outlet which are respectively connected with turbochargers and with the engine intake manifold, comprising a power take-off flange, characterized in that the charge air path is provided a tee located at the rear of the engine, ensuring the union of the charge air flows, a charge air discharge pipe into the cooler located above the right intake manifold of the engine, a discharge pipe, a charge air cooler, a supply pipe, a connecting pipe located in the front of the engine, providing a supply of cooled air into the intake manifolds and a pipe connecting the intake manifolds in the area of the flywheel housing, providing pressure equalization in the intake accelerated collectors. 2. An internal combustion engine with a V-shaped arrangement of cylinders, turbocharged, containing a power take-off flange, characterized in that on the side of the flywheel housing, in a plane parallel to the mating surface of the flywheel housing, there is an additional power take-off flange without breaking the power flow from the engine, the flange of the additional power take-off is equipped with a drive shut-off (on) mechanism.